Three-cylinder locomotive



Jan. 27, 1925 E. o. ELLIOTT THREE-CYLINDER LOGMOTIVE Filed' June '7, 1924 Patented Jan. 27, 1925.

UNITED STATES 1,524,543 PATENT OFFICE.

EDWARD O. ELLIOTT, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR T0 THE. BALD- WIN LOCOMOTIVE WORKS, OF PHILADELPHIA, PENNSYLVANIA, A. CORPORATION OF PENNSYLVANIA.

THREE-CYLINDER LOCOMOTIVE.

Application filed June 7, 1924. Serial No. 718,578.

To all wlw/m z' may concer/n.:

Be it known that I, EDWARD O. ELLIOTT, a citizen of the United States, residing in Philadelphia, Pennsylvania, have invented certain Improvements in Three-Cylinder Loco-motives, of which the following is a specifica-tion.

My invention relates to certain improvements in three cylinder locomotives, in which two cylinders are located outside or" the main lframe of the locomotive, and the third cylinder islocated at the center ot the locomotive between the frames.

The application is a companion to an ap plication filed by me on the 31st day of May, 1924, Serial No. 716,981.

One vobject of the present invention is to locate the central cylinder so that the distance between the rear end of the cylinder and the crank axle is of sulicient length for the proper movement of the connecting rod and the cross head.

A further object of the invention is to design the steam inlet passages so that the valve chest of the third, or intermediate, cylinder will receive steam direct from the steam pipe leading to the valve chest of one of the side cylinders.

In the accompanying drawings: Fig. 1 is an end view of the saddle and cylinder castings of a three cylinder locomotive, the trame of the locomotive being shown in section; Fig. 2 is a plan view; and Fig. 3 is a side view.

Referring to the drawings, 1, 1 are the longitudinal side frames of a locomotive. 2 is a saddle, which rests on said frames and is bolted securely thereto. The sides of this saddle extend beyond said trames, as shown clearly in Fig. 1.

The side cylinder castings 3 are secured to the sides of the saddle by bolts, or other fastenings, both parts being provided with [langes for the passage of the bolts. This construction is fully set forth and claimed in the application hereinbeiore alluded to.

4, 4L designate the side cylinders. 5, 5 designate the valve chests for said cylinders, which, in the present instance, are cast integral with the cylinders. 6 designates the central, or third, cylinder. Located on the central longitudinal line 'of the saddle, and at one side of the cylinder, is its valve chest 7.

It will be noticed, on referring to Fig. El, that the central cylinder 6 is arranged at an angle in respect to the cylinders L In order to increase Ithe length between the back end of the cylinder and its crank axle, the cylinder projects beyond the forward end of the saddle, as shown clearly in Figs. 2 and 3, and the back end of the cylinder terminates some distance within the saddle, as shown by dotted lines in Fig. 3. The cylinder-and its valve chest, in the present instance, are integral parts of the saddle.

At the upper end of the saddle is a curved flange 8 to which the smoke box is secured. A portion of the saddle extends into the smoke-box, as shown.

The live steam pipe 9 communicates with the right hand valve chest 5 of the right hand cylinder, and the live steam pipe 10 communicates with the valve chest 5 of the left hand side cylinder.

An S-shaped pipe 11 is connected to the pipe 10 and communicates with the valve chest 7 of the central cylinder 6 so that the steam from the pipe 10 flows not only to the valve chest 5, but also to the valve chest 7.

Extending around the major portion ot the cylinder 6, and located within the saddle, is an exhaust passage 12, which communicates with the exhaust passage 13 in the left-hand cylinder casting 3, and with the exhaust passage 14k in the right hand cylinder casting 3.

The exhaust passages from the intermediate valve chest 7 also communica-te with the main exhaust passage 12. The exhaust passage extends to the nozzle base 16 within the smoke-box and passes through the nozzle that is mounted on this base, but which is not shown in the drawings.

The exhaust passages in the cylinder castings communicate with each end of each valve chest, as shown by dotted lines in Fig. 2.

The exhaust passage 12 also communicates with each end of the valve chest 7.

By the construction hereinbefore described, an engine can be built without materially increasing the wheel base, as the location of the central cylinder, in the man ner shown, provides sufficient lspace for the movement of the cross-head and its connecting rod. The live steam is directed through a shortpipe from the inain steam supply pipey Vto the chest of the third cylinder.

I claim:

y1. The combination in a three cylinder locomotive, of :i longitudinalframe of the locomotive; a saddle mounted on the frame; e cylinder cast integral With the saddle, the forward end of the cylinder projecting be-V yond the forward end of thensziddle; and side cylinder structures secured"to the Saddle The colnbinationin zi three cylinder locomotive, of thema-in longitudinal frames of the locomotive; a szrd-dlemounted on the frames; side cylinder structures secured at each side of the saddle ,"nd a. central third cylinder cast integral ivitlithe saddle und arranged-y atan ingle in respeetto thelongitfudiniilv, linel of* the jloc'oinoti've, said lcylinder projecting-et 'its forivard endl beyond the forwardefnd-ofthe saddle and terminating Within' the sgidd'le.V

3. Theconibinttion in a three cylinder locomotive, of a fraxne; a saddle ,mounted thereon; ai central cylinder a its valve chest cast Within the saddle, the valve chest being at one side of said cylinder; side cylinder castings, each havingi- :t valve chest, said castings being secured to the sides of the saddle; outside steam pipes leading directly to the valve chests of the side cylinder castings; an outside pipe forming a connection' between one of said steam plpes und the valve chest of the central cylinder; 

